Governing valve for internal-combustion motors



July 17, 1923. 1,461,847 4 H. JACKSON GOVERNING VALVE FOR INTERNAL COMBUSTION MOTORS Filed Feb. 9, 1922 2 Sheets-Sheet 1 July 17, 1923. 1,461,847

H. R. JACKSON GOVERNING VALVE FOR INTERNAL COMBUSTION MOTORS Filed'Feb. 9. 1922 2 Sheets-Sheet 2 fl /7a? MW ffyaakam #Z'J/ uzwe/u X @044 y nism illustrated Patent July 17, 1923.

STATES HARRY R. JACKSON, OF CHICAGO, ILLINOIS, ASSIGNOR OF ONE-HALE" TO HENRY A. MAY, OF CHICAGO, ILLINOIS.

Application filed February 9, 1922. Serial No. 535,282.

To all whom it may concern:

Be it known that I, HARRY R. J AGKSON, a citizen of the United States, residin at Chicago, in the county of Cook and tate of Illinois, have invented a certain new and useful Improvement in Governing Valves for Internal-Combustion Motors, of which the following is a-specification.

My invention relates to governing valves for the: induction passage of internal combustion engines, especially when employed in motor vehicles. The object is to provide valve mechanism, supplemental to the throttle valve, by which'to make it possible to obtain a sudden acceleration of engine speed and yet automatically produce a partial throttling after the engine has attained high speed. Differently stated, the object is to provide mechanism which will, at high speeds, automatically cause a partial throttling for eflicient functioning of the engine, but will not prevent a quick getaway when the engine is running at low speed. Winged 'gate valves facing upstream and held to gtheir work by springs, are shown in rior applications filed December 2, 1920, erial Nos. 427,906 and 427,907; but springs always exert the same force under the same conditions and I have conceived the idea of suspending the action of the valve, so to speak, or neutralizing its action to a greater or less extent when quick acceleration is desired, and permitting itto again resume its function after the engine has attained the higher speed desired. I accomplish these objects by the mechain the accompanying draw ings', in which:

Figure 1 is an assembly view indicating the location of my device in the induction passage of an internal combustion engine.

Figure 2 is a sectional View taken lengthwise of the passage, and showing my device in its relation with the main throttle valve of the engine.

Figure 3 is a face view of one of the mounting blocks of my device, together with the winged gate valve and associated mechanism.

Figure 4' is a sectional view on the 4-4, Figure 3.

Figure 5 is a sectional 5-5, Figure 3.

view on the line line Figure 6'is a skeleton view showing the valves in open position.

Figure 7 is a perspective view of the inner side of one of the mounting blocks.

Figure 8 is a perspective View of the gates,

together with their shafts and associated mechanism. 1

Figure 9 is a perspective view of the valve controlling mechanism; and

Figure 10 is a perspective view of the inner side of the second mounting block.

Like numerals denote like parts thruout the several views.

In the forms selected to illustrate the invention, my device forms an insert in the inductlon passage of an internal combustion engine of a motor vehicle, and in Figure 1,

I have illustrated diagrammatically the envide two mounting blocks 10, 12, which are adapted to be inserted into the intake duct between the main throttle valve and the engine. They are apertured at the center so as to substantially register with the passage in the duct, and are here shown as secured in place-by bolt 14.

J ournaled within the blocks are two shafts 20 which are located onopposite sides of the passage and carry the gates 21 which constitute the governing valve proper. As will be noted, for example, in Figure 2,--these gates face up stream andv extend obliquely. down stream when closed. In the shape here illustrated, they are concavo-convex, and when closed meet upon a median plane of the passage. of the clamshell type. Means are provided for causing the movement of the gates to be always equal and] in opposite directions. These means consist of'two partial. gears 24 which mesh with each other and are rigidly fastened to the shafts, as shown in perspective in Figure 8. They may be dispensed with if desired.

I will now describe the controlling or com- They may be regarded as being pensating mechanism which forms the heart the throttle 8 valve and lets the gas into of the invention: Extending transversely to shafts 20, at the end opposite to gears 24, is

a tube 30, shown in perspective in Figure 9. It has openings 31 at the end, thru which atmospheric air may be admitted. This tube is .cut. away at'the central portion or space 32, and in reality constitutes two piston chambers formed of a single piece of metal, altho this is a structural feature which might be modified. Within the piston chambers or cylinders thus formed at the ends of tube 30 are pistons 34:. For the sake of lightness, the are shown as being hollow, but with their outer ends imperforate. At their inner ends they engage pins 36 projecting from the ends of shafts 20. These pins are located eccentrically and the parts are so constructed and arranged that whenthe pistons press inward toward the pins they will rotate the shafts 20 in a direction to close the gates 21. By reference to Figures 3 and 4, it will be observed, that a duct 40 leads from the inside of the main intake passage to the space 32 between the two pistons, hence the inner side of the pistons is subject to the pressure on the inside of the duct while the outside of the pistons is subject to atmospheric pressure. It will be noted that in the construction illustrated the inner mouth of duct 40 is on the downstream side of the gates.

Operation: At low speed when the throttle 8 is. closed or nearly closed. there is a high vacuum on the down stream side of the throttle, due tolthe fact that the engine cre-. ates a high suction and the throttle prevents- I it from becoming satisfied. When the valve is suddenly opened up, the engine is still running slow but there is nothing to obstruct the flow of gas into the space on the down stream side of the throttle, and hence the suction or vacuumat that point decreases. But as the engine speed builds up, the vacuum at that point increases again forthe reason that the engine is producing suction at a high rate and the carburetor 4 on the other end of the duct forms a partial obstruction and prevents the air from entering the duct as fastas theengine suction calls for 'it. With my device when the engine speed is low, if the operator suddenly opefis t e space beyond it, the pressure on the inside and the outside of the main duct or passage are so'near alike that the balancing pistons 34 have little action on the gates 21, and the force of the gas stream opens them up.

Hence at this moment the gates formlittle or no obstruction andthe enginereceives a full supply of fuel. However, as the engine speed builds up, the suction becomes greater and the vacuum behind the throttle valve becomes greater and hence the atmospheric pressure acting upon the pistons tends to press the gates towards closed position. This has a tendency to automatically reduce the amount of gas entering the engine, which is the (proper condition for economy at high spec From the foregoing it will be evident that my device may be said to be responsive to the difference in pressures'between the inside and outside of the duct. The greater the vacuum within the duct, and hence the greater the difi'erence in-pressure, the greater will be the force of the pistons to press the valves towards closed position. It may be considered that the action of the valve closing mechanism, at the moment when uic acceleration is required, is suspende or largely so. If springs were used to urge the gates toward each other, they would, practicallyspeaking, always exert the same pressure when the gates were in any given position. But with my device the closing pressure will depend, not upon the position of the gates, but upon the condition or character of the gas stream in the duck-especially at the point down stream from the throttle. If the throttle is suddenly opened, thegas willrush into the space beyond faster than the slow moving engine can take it (or at least maintain the same degree of vacuum as before) and the pressure (altho it remains lower than atmospheric pressure) momentarily builds up, thus decreasing the pressure difference and to an equivalent .degree suspending the action of the valve closing mechanism. But as soon as the gas flow becomes steady a normal vacuum within the duct is again established, and the valve closing mechanism again comes into normal action. r

I have employed two pistons for the purpose of promoting smoothness of action, but it will be evident that as the two gates are geared together, the. mechanism will not cease to function if one of the pistons should cease to function; hence it will be evident that a. single piston may be employed instead of two pistons if desired.

It will be noted that the connection between the pistons and the shafts is not a positive one but may be termed a one-way engagement connection, the pistons when movlng inward urging the valves towardskeo is accomplished by the force of the gas combination of an induction duct, a main throttle valve in'the duct, a gate valve in the duct between the throttle valve and the engine, said gate valve facing upstream and being adapted to swing down stream, and a piston one side of which is in communication with the inside of the duct and the other side is in communication with the atmosphere, said piston being adapted to urge the valve towards closed position when the atmospheric pressure exceeds the pressure within the duct.

2. In a device of the class described, the combination with an induction duct, of a main throttle, a supplemental throttle valve downstream from the main throttle, a cylinder one end of which is open to the atmosphere, and the other communicates with the inside of the duct at a point between the main throttle and the engine, and a piston within said cylinder, adapted to press upon said supplemental valve to close the same when the atmospheric pressure exceeds the pressure within the duct. 7

3. A governing valve for internal combustion engines comprising, in combination with the induction passage, and main throttle therein, of a pair of gates hinged at the sides of the passage and facing upstream, and adapted to swing downstream to open a pair of cylinders open at the outer ends to the atmosphere and at the inner ends communicating with the inside of the duct between the throttle and the engine, and pistons within said cylinders adapted to press the valves towards closed position when the atmospheric pressure exceeds the pressure within the duct.

4:. Governing mechanism for internal combustion en ines comprisin an intake duct, a main tlirottle within the duct, and a pair of clam shell gates rotatively mounted within the duct between the throttle and the engine, a pair of shafts journaled at the sides of the duct and supporting said gates, cylinders open at one end to the atmosphere and at the other end communicating with the inside of the duct between the throttle and the engine; said pistons being adapted to engage said shafts eccentrically to cause them to close the gates when the pistons move away from the atmospheric end of the cylinders.

5. Governing mechanism for internal combustion engines comprising an intake duct, a main throttle within the duct, and a pair of clam shell gates rotatively mounted within the duct between the throttle and the engine, a pair of shafts journaled at the sides of the duct and sup porting saidgates, cylinders open at one end to the atmosphere and at the other end communicating with the inside of the duct between the gates and the engine, saidpistons being adapted to engage said shafts eccentrically to cause them to close the gates when the pistons move away from the atmospheric end of the cylinders.

6. The combination with the intake duct of an internal combustion engine of a main throttle, a valve located Within the duct between the throttle and the engine, the valve being adapted to swing down stream to open under the force of the gas stream in the duct, and a plunger exposed to and under the joint influence of the atmosphere at one end and the internal gas stream at the other end for urging the valve to close in direct proportion to the difference between theatmospheric pressure outside of the duct and the pressure existing Within the duct.

7. The combination with the intake duct of an internal combustion engine of a main throttle, a valve located within the duct between the throttle and the engine,

the valve being adapted to swing down scribed my name.

HARRY R. JACKSON. 

